Half to geoege andrews



3 Sheets-Sheet 1.

(No Model.)

J. s. MEYERS. RAILROAD SWITCH.

Patented Sept. 11, 1888.

INVENTOR ATTORNEYS.

N PETERS. mnwuhe u vwr. wammmon, D. C.

3 SheetsSheet 2.

S (No Model.)

J. S. MEYERS.

RAILROAD SWITCH.

ATTORNEYS.

(No Model.) 3 Sheets-Sheet 3.

J. S. MEYERS.

RAILROAD SWITCH.

No. 389,315. Patented Sept. 11, 1888 Fwd WITNESSES: INVENTOR: $30M flz/fl oz 6,17%

ATTORNEYS.

JOHN STEPHAN MEYERS, OF ST. PAUL, MINNESOTA, ASSIGNOB OF ONE HALF TO GEORGE ANDREXVS, OF THE UNITED STATES ARMY.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 389,315, dated September 11. 1888.

(No model.)

To aZZ whom, it may concern.-

Be it known that I, J OHN STEPHAN MEY- ERS, of St. Paul, in the county of Ramsey and State of Minnesota, have invented a new and Improved Railroad-Switch, of which the following is a full, clear, and exact description.

The object of my invention is to provide a new and improved railroad-switch adapted for use with fixed rails and points; and the further object of the invention is to provide a simple, effective, and reliable switch, capable of being operated by a lever located near the track or automatically from the engine.

The invention consists in the construction and operation of the several parts, as will be hereinafter fully set forth, andpoiuted out in the claims.

Reference is to be had to the accompanying drawings, forming apart of this specification, in which similar figures of reference indicate corresponding parts in all the views.

Figure 1 illustrates the application of a right-hand switch as applied to a main track and siding. Fig. 2 is a similar View with the pivoted switch-block removed, and Figs. 3 and 4 are perspective side views from opposite sides of the track. Fig. 5 is a side elevation of the forward-throw cam and eccentric. Fig. 6 is a vertical section through the eccentric. Fig. 7 is an end view of the said eccentric. Fig. 8 is a side elevation of the automatic backthrow cam and ratchet Fig. 9 is a partial detail view of the switch-block loek'bar. Figs. 10 and 11 are detail views of the stationary switch and lever. Figs. 12 and 13 are plan views of the frames supporting the forward and rear throw cams. Figs. 14 and 15 are detail views of the forward-throw cam and eccentric. Fig. 16 isadetached view of the rearthrow cam and ratchet. Fig. 17 is a side elevation of the cam-frames. Fig. 18 is a side elevation of the switclrblock, Fig. 19 is a bottom plan view of the same, and Fig. 20 is a transverse section on the line :0 :r of Fig. 1.

In carrying out the invention the tracks are represented as laid for a right-hand switch. The rails 1 and 2 represent the main track, and the rails 3 and 4 the siding, the main track 2 from a point, a, to where it abuts the outer rail of the siding being made convex. At the point C a crossing-V is formed by the junction of the pointed rail on the main track and the outer side or branch track, and a second crossing-V, O, is similarly formed, the pointed rail in this instance being on the side track. The crossing-Vs are not opposite each other by about two feet. All of the rails are firmly spiked to the sleepers, no rail being required to move, and the sleepers are arranged as rcquired. For a track branching to the left from the main track this arrangement of the rails is reversed. Between the crossing- Vsapivot-bed,5,is securely lastened,provided with a central stud, 6, concentric grooves 7, and four or more rollers, 8, adapted to retate transversely the grooves, as illustrated in Fig. 2.

The switch block 9, which is pivoted at one end upon the bed stud 6 and adapted to bear at that end upon the rollers S, is more or less elliptical in general contour and constructed of cast or wroughtiron or steel. The circular bearings upon which the switch-block 9 moves in the bed 5 and the rollers imparts strength to resist sudden and severe shocks, due to the oval form of the switch-block. The lateral sidcs,which are slightly curved, consti tute sufficient guide when brought in proper relation to the rails to determine the direction of the cars running into or out of the switch. To prevent wear upon the frame itself, guardrails 10 (illustrated in Fig. 1) are bolted to the upper edge surface and present a smooth face to the action of the wheels. These rails can be renewed at pleasure. Their cross-section is nearly rectangular. The molding or beading 11 is to assist in holding a cover in place, which cover may be of wood or metal. To further prevent dirt, snow, &c., from getting into the mechanism, aprons of canvas or boxings of wood may be used.

The switclrbloek is provided with a central longitudinal opening, 12, spanned by a series of parallel and diagonally-placed braces, 13. The braces may be of steel, and are mortised into the frame,so they can be readily renewed. The braces are provided with series of recesses 14 and 15 in their opposing faces, de

signed to act as lock-catches. are respectively located at the ends, the recess 1n one brace being opposed by a smooth surface in the contiguous brace, one set of catches being designed to act when the block is swung to the right and the other set when swung to the left, and are fully illustrated in the top view,Fig. 1,and bottom plan, Fig. 19. In co-operation with a lock-bar, hereinafter described, the catches serve to lock the switch when automatically operated.

Upon the under edges of the switch-block 9, at the free end, aligning-lugs 16 are produced, adapted to carry a bar, 17, which bar, passing under the rails, as shown at Fig. 1, and at right angles to them, prevents the switch block from rising when struck by the wheels, the bar being made longenough to remain under the rails when the switch is shifted. The switch may be used and worked by the switchstand in common use, the attachment being made to this bar or to some other point of the free end of the block. Inside the lugs 16 aligning-bearings 18 are produced,in which frictionrollers 19 arelongitudinallyjournaled, adapted to carry the free end of the switch-block upon plates 20, attached to a sleeper or other suitable support.

Longitudinal] y between the rails a lock-bar, 21, is held to slide partially under the switchblock 9, provided at the outer end with a hook, 22, and longitudinal side flanges, 23, which flanges may be dispensed with at or near the center. The bar 21 carries three lugs, 24, which slide, respectively, between the braces of the'switch-block and fit into the recesses or lock-catches therein. The said lugs, as heretofore stated,work into two sets of catches, one set locking the switch for the side track, the other set for the main track.

The flanges of the lock-bar work in the grooves of friction bearing-wheels 25, each pair of these wheels being adapted to work upon a suitable friction plate. When the flanges 23 are continuous, three or more pairs of friction-wheels may be employed.

Two bearing-frames, 26 and 27, are provided, essentially alike, except the shape of the slots in which the pivot ends of the cams (hereinafter described) work, one slot being slightly longer than the other. The bearing-frames are constructed of either cast or wrought iron, and, as shown in Figs. 12, 13, and 17, consist of a side bar, 28, having attached to one inner end a plate, 29, having a longitudinal slot, 30,

, a recess, 31, adapted to receive a sleeper, and

The recesses 1 bar, 37, is projected from the wall of the re cess 31,,also carrying a lug, 38, the two crossbars being united by a bridgepiece, 39, parallel and in the same plane with the reduced or stepped portion of the side bar, 28. In the bridge-piece and also in the stepped portion of the side bar aligning-bearings 40 and 41 are produced. The two bearing-frames are so secured by the aforesaid lugs to the sleepers as that the track will extend above theinuerjournal-bearing, 41', in each, as the said track rests upon the frames at this point, as slzown in Figs. 1 and 2, the side bars and the end plates, 29, and that portion of the frame aligning the said end plate being outside the track.

In the aforesaid journals 40v and 41 of each bearing-frame a shaft, 42, is made to rotate, the said shaft being provided centrally with a yoke, 43, which yoke is engaged by the hook 22 of the lock-bar 21, the shaft 42 being the medium by which the lock-bar is manipulated.

Between the bearings 40 and 41 of the supporting or bearing frame 26 an eccentric, 44, is keyed to the shaft 42, and between the bearings in the opposite supporting-frame a ratchet or winged eccentric, 45, is keyed.

The eccentric 44, illustrated in Figs. 6, 7, and 14, is provided with one straight side, 46, and in the edge a continuous slot, 47, is cut to produce an interior hub, 47 around the shaft, as shown in Figs. 7 and 6.

A lever, 48, is pivoted in the slotted plate of the supporting-frame 26 at one end. The other end, extending longitudinally the frame, is provided with a curved guide slot, 49, whereby the said end is bifurcated. The bifurcated end is entered in the slot 47 of the eccentric embracing the central interior hub, 47, the upper or lesser member being pivoted between the sides. The cam-lever is provided at the upper edge with a longitudinal flange, 50, adapted to engage the straight edge of the said eccentric. Thus, when the lever is elevated and depressed it will rock the shaft 42.

Oneof the wings 57 of the rat-cheteceen tric 45 is recessed to produce a lip, 52,the said wing being adapted to enter an irregular recess, 53, cut in the outer end of a lever, 54, having its other end pivoted in the plate attached to the side bar of the supporting-frame 27, and as illustrated in Fig. 8. Thus when the lever 54 is raised and depressed by means of the wing 57, the shaft 42 is rocked, which raises the lever upon the opposite side, and when said opposite lever is depressed the other wing of the eccentric 45 will elevate the lever 54.

To a sleeper outside the track, upon each side, one end of an impact-plate, 55, is held, the other end being adapted to rest, respectively, upon the levers54 and 48,as illustrated in Figs. 1 and 2, 3 and 4.

To operate the switch by hand,a stand, 56, is provided, having a combination-box consisting of pieces of metal 58 and 59, bolted to gether and provided with a spacing-web, and adapted to rotate in proper bearings, having a slot, 60, at the bottom in the web. Between the plates or disks 5S and 59 a lever, 61, is adapted to reciprocate, having an elongated slot, 62, and end projection 63. The shaft 42 passes through a slot in the plate nearest the rail, through the slot in thelever, and is fastened to the outer plate or disk, so that the said shaft and disk revolve together. Vhen the projection on the lever 61. is entered the slot 60 in the plates, the shaft 42 may be re volved therefrom; but when the lever 61 is raised out of the slot 60 and secured in any suitable manner tothe switch'stand,the switch is capable ofbeing worked only from the train.

Upon each side of the engine or car 65, at the ends,a switelrsetter, 66,is attached,whieh consists of a curved arm, 67, pivoted at its center to the frame, carrying at one end a wheel, 68, the other end being attached to rods 69, which are conducted by suitable guides, '70, to the cab, when they are controlled by the engineer.

To use the switch setter, push the proper rod 69 forward. This motion lowers the corresponding wheel, the shape of the arm and weight of the wheel assisting. The rod may be held by a catch. As the engine approaches the switch, the wheel strikes theimpact-plate 55 or reducer upon that side, made of springsteel, and, following up the same, springs or depresses the cam, thus turning the switch to that side. This automatic arrangement is used principally in the yards, and yard-engines should have switch-setters in the rear and front.

To set the switch for the side track or branch line by hand, the lever-handle St is lowered and thrown into gear, then moved forward toward the switch, the shaft 42 turns the yoke 43 forward, which, acting upon the hook 22, pushes the lockbar 2i in the same direction. The lugs 24, acting on the inclined planes of the braces 13, cause the switch to move to the right. The lugs 2t then look into the forward catches, 11, and prevent any return motion. The left guard-lug,16,is now in contact with the bar 21 and prevents further motion to the right. The same motion can be produced by pressing down the forward cam, 14.

To set the switch for the main track, throw the levcrtil away from the switch or press down the ratchet or winged cam 45, the lock belts or lugs 2% move to the rear, then strike theiinclined planes of the braces,which action shifts the switch-block, the locking bolts or lugs enter into the other set of catches,15,aud the other guard-lug, 16, comcsin contact with the bar 21.

\Vhen the automatic gearing is to be used without the use of the lever (51, the latter is thrown out of gear and pinned up. The action of the switch upon the flanges of the wheels will be understood by reference to Fig.

1. The bond in the rail at a is to enable the longest truck to settle into the direction of the side track without offering too much strain and friction to the switch.

The prime object of the invention isto leave no open switch, and to provide for a train passing into or out of aswitch without danger of being derailed, and especially that no adjustment of the switch is necessary to enable a train to run out of a switch. It will be also observed that the switch being pivoted it may be moved by using the automatic principle, (the lever 61,) or by means of an ordinary switch-stand.

Having thus described myinvention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination, with a track provided with fixed points, of a reciprocating switch pivoted between the rails of the main track. provided with a series of transverse inclined planes having recesses cut in opposite sides, a sliding lock-bar, lugs upon said lock-bar adapted to engage said recesses, and means, substantially as described, for reciprocating said lock-bar.

2. The combination, with a tack provided with fixed points and having one rail curved out of parallel, of a reciprocating switch pivoted between the rails of the main track opposite said curve, provided with a series of spaced inclined planes having recesses cut in opposite sides, a lock-bar sliding longitudinally between the rails beneath the switch, a series of lugs integral with said bar adapted to enter said recesses, a transverse rock-shaft connected with the lockdoar, and means, sub stantially as described, for manipulating said shaft.

3. The combination, with afixcd track pro vided with fixed points, of a reciprocating switch pivoted between the rails of the main track. provided with a series of spaced inclined planes having recesses cut in opposite sides, and a guide rod at the free end passing beneath thetrack, a longitudinal lock-bar sliding between the rails u uder the switch, a series of lugs integral with said bar engaging the said inclined planes, a transverse rock-shaft connected with said lock-bar, and means, substantially as described, for automatically manipulating the said shaft.

4. The combination, with a fixed track provided with fixed points, of a reciprocating switch pivoted between the rails of the main track provided with a series of spaced in clined planes having recesses cut in opposite sides, guide-rails secured at each side of the switch, and a guide-rod at the free end passing beneath the track, a longitudinal lock-barsliding between the rails and under the switch, a series of lugs integral with said lock-bar engaging the inclined plane, a transverse rockshaft connected with said lock-bar, cams connected to said shaft having respectively a forward and rearward throw, and means, sub- IIO stantiail y as described, for opeireti n g said site sides, and a guide-rail detachabi y attached cams. to the upper side edges, substantially as shown 5. A switch adapted to be pivoted between and described. 4

the main rails of a track, consisting of a, block JOHN STEPHAN MEYERS. 'eentrai1y recessed, and having curved sides W'itnesses: 7

provided with a series of spaced transverse Y FRED. M. LLOYD,

inclined planes having recesses cut in oppo- GEORGE D. HAMMOND. 

